International Journal of Advance Engineering and Research Development

Scientific Journal of Impact Factor (SJIF): 4.72 International Journal of Advance Engineering and Research Development Volume 4, Issue 5, May-2017 e-issn (O): 2348-4470 p-issn (P): 2348-6406 A STUDY ON DESIRABLE IMPROVEMENTS AT SELECTED UNSIGNALISED INTERSECTION ON NH-206 AND NH-13 Maruti R Naik 1, Mr.Umapathi 2, Dr.Rajendra Khatavkar 3 Mr J S Vishwas 4 1 Transport Planner (VNC Infrastructure Bangalore) 2 Asst. Professor, Civil Engineering Department, JNNCE Shivamogga. 3 Professor, Civil Engineering Department, JNNCE Shivamogga 4 Asst. Professor, Civil Engineering Department, AIT Bangalore. ABSTRACT:- Now a day, increase in growth of population and traffic intensity has caused by heavy traffic congestions on both roads and junctions (intersections). The congestion is more during peak hours of the day. Unsignalised intersection has major conflict points of the road network compare to other roadway section, Rotary and signalised intersection. Traffic conflicts are mainly caused by accidents. Some unsignalised intersections are not properly designed. So improvements are necessary for this type of unsignalised intersection. The main aim of the improvements is simplicity and uniformity, minimize the conflict points and to avoide the congestions in unsignalised intersection. A detailed Turning Movement Count (TMC), spot speed and road inventory study was conducted by selecting unsignalised intersection are one 4-legged and one 3-legged for both NH-206 and NH-13. The selected 4-legged unsignalised intersections are Alkola junction and Kaimara junction; the 3-legged unsignalised intersections are Ayanur junction and Holehonnur junction. The Turning Movement Count analysis helps to finding the Average Daily Traffic (ADT) and Peak Hour Traffic. The conflict method is used for calculating the Capacity and Level of Service (LOS). This method is taken from IRC: SP: 41-1994 Designing at grade intersection on urban and rural area. Here an improvements required are suggested based on the Peak Hour traffic volume and Level-of- Service (LOS) concept. Keywords: Unsignalised intersection, Capacity and Level of Service, Rotary. I. INTRODUCTION Transportation is the important for to development of country. It also plays major role in socio economic growth of the country. Road intersections are critical element of a road section. They are normally a major bottleneck to smooth flow of traffic and a major accident spot. At-grade intersections have points of conflict which are potential hazards. Their design should provide for the drivers to readily discern the danger and make the necessary manoeuvres to negotiate the intersection with adequate safety and minimum of interference between vehicle. Intersections are using static signs for minor road to control of traffic are called as unsignalised intersection. These types of intersection are uncontrolled or yield controlled or stop controlled. In un-signalised intersection the accidents are more compared to other signalised and rotary intersection. Intersection having more diverging, merging and crossing, these conflicts caused by delay and traffic congestion in intersection, because of this reason more crashes or accidents in vehicles and also pedestrians. The causes of accidents depend upon the drivers and pedestrian behaviors, Sight distance, insufficient carriage way width, speed of the vehicles, geometry of intersection, intersection angle, lightings, and environmental condition. The intersections are designed keeping in mind the simplicity and uniformity. The design has given due consideration to the capabilities and limitations of the drivers, pedestrians and vehicles using the intersections. II. NEED FOR THE STUDY The selected study intersections are uncontrolled intersections. Neither of the intersections has rotary for controlling the traffic movement. The study is conducted to collect volume and speed of the vehicles travelling through three legged and four legged intersections.there are no proper pavement markings, physical dividers like medians, channelizing islands, traffic sign and no pedestrian facilities like footpath, cross walk etc. to reduce conflicts between the vehicles due to merging, diverging, crossing and traffic congestion. A bus stop is located at these intersections, the vehicles park in a random way which leads to decrease of capacity of the roads. All these factors have an undesirable impact on road user s behaviour which enhances the accidents. Because of these reason the improved intersection is very necessary. This improvement is helps to vehicles and pedestrians for safe, smooth, economy and comfort. @IJAERD-2017, All rights Reserved 897

III.OBJECTIVES OF THE STUDY 1. To minimise the number and severity of potential conflicts. 2. To study the Turning Movement Count (TMC) and condition on selected intersection. 3. To determine the Average daily traffic and peak hour traffic volume. 4. To determine the design speed of major and minor streams. 5. To find out Capacity and level of service (LOS) using IRC: SP-41-1994. 6. To improve the intersections on the basis of outcomes of TMC and LOS. IV. LITERATURE REVIEW Rokade, et.al, (2014), In recent years, the intense growth of vehicles has caused heavier traffic congestions on the roads and intersections, which are even worse during the traffic peak time. An intersection which is not well designed, will not only increase the travel time of the vehicles but also cause more traffic accidents. Besides, if the channelization of the intersection is not reasonable, road surface deterioration will be more serious within the intersection area due to many factors such as frequent start-stop, slow speed and so on. Therefore, it is necessary to make the design of the intersections more reasonable. The basic principles considered for the design includes the principles of Uniformity & Simplicity, Minimize Conflict Points, and Alignment & Profile. A detailed survey of the study area was conducted using Total Station and peak hour traffic volume was estimated through traffic volume survey. The work comprises of geometric improvement of road from Birla Mandir to Patrakar Bhawan which also involves design of two 3-legged intersections. Indian Roads Congress (1994), Road intersections are a critical element of road sections. They are normally a major bottleneck to smooth flow of traffic and a major accident spot. Design of a safe intersection depends on many factors. The major factors can be classified as under: 1. Human Factors. 2. Traffic Considerations. 3. Road and Environmental Conditions. The Human factors include Driving Habits. Driver s Ability to make Decision, Driver Expectancy, and Conformance to Natural Path of Movement. In the design of an intersection, the primary considerations are Safety, Smooth and Efficient flow of traffic. The basic principle of design includes the principles of Uniformity & Simplicity, Minimize Conflict Points, Safety, and Alignment & Profile. In order to be able to properly design an intersection and give consideration to factors affecting design, Index Location plan showing the intersection under consideration, Base Plan of intersection, Peak Hour design traffic data (Traffic Volume data, number of PCUs per hour). Hameed Aswad Mohammed, (2012), Highway traffic safety is an important area in transportation engineering. Highway intersections are nodes of road networks and accident-prone locations. They are the places where vehicles coming from different approaches and moving towards different directions interact and conflict with each other. Due to the conflicts from all users, more traffic crashes could happen at unsignalized intersection as compared with roadway segments. Popular methods which are based upon traffic accidents and traffic conflicts are proved to be effective in certain circumstances, but difficulty in data collection of traffic crashes and subjective judgment and determination of traffic conflict constrain their applications. This paper introduces an approach to evaluate and improve unsignalized intersection safety performance. This method is fully based on the existing conditions of unsignalized intersection, including geometric design, sight distance, pavement surface conditions, traffic control devices, and lighting, etc. Different from the crash-based and conflict based methods, this approach is a non-crash and non-conflict based analysis method. Navneet Monga and Anoop Bishnoi, (2014), Highway safety is one of the most important issues in transportation. Intersections are the locations with higher traffic crashes as compared with other highway locations. Pertaining to present mixed traffic situations in domestic cities, along with various intersection types and traffic characteristics, this design includes various basic design parameter, conflict points, solutions to intersection design and safety. The site for design of Intersection on National Highway at Sirsa situated at crossing of Sirsa to Dabwali and Hisar to Rania roads. The design is based on manually counting the traffic volume at the site for peak hours for seven days on each road, and then maximum value of each traffic vehicle is used for designing the intersection. Then suitability of intersection is decided based on road intersecting to each other and then using IRC guidelines the rest of the parameters are calculated. V. STUDY AREA The study area consists of four intersections. The first intersection (Alkola) is a four legged intersection. The four legs lead to Shivamogga, Sagara, Usha nursing home, and towards Gopal. The second intersection (Ayanur) is three legged @IJAERD-2017, All rights Reserved 898

intersection. The three legs lead to Shivamogga, Sagara and Ripponpete. The third intersection (Kaimara) is a four legged intersection. The four legs lead to Shivamogga, Chenngiri, Bhadhravathi, and towards Honnali. The fourth intersection (Holehonnur) is three legged intersection. The three legs lead to Shivamogga, Chenngiri and Honnali. Fig No.1: Details of Alkola Junction Fig No.2: Details of Ayanur Junction Fig No.3: Details of Kaimara Junction @IJAERD-2017, All rights Reserved 899

Fig No.4: Details of Holehonnur Junction VI. DATA COLLECTION AND METHODOLOGY For present study manual count methods has been used for the entire four junction and the traffic counts are taken at Intersection and all direction of traffic movements are taken. Counting period is taken for the study in all four intersections from morning 8am to evening 6pm for a period of 7 days. The speed can be calculated by manual method by using stop watch. Mark of 50m distance on major and minor leg of intersection is measured with the help of Rodometer by taking starting and end point. The time taken by vehicle passing in between starting and end point is note down using stop watch. The speed of the vehicle can be calculated by using formula, Speed = distance/time Capacity and Level of Service for unsignalised intersection is calculated by using IRC: SP: 41-1994 Guidelines for the Design of At-grade intersection in Rural and Urban Areas. The 4-legged and 3-legged unsignalised intersection analysis detailed steps are using conflict volume techniques for this code. The Level of Service is found by based on the reserve capacity. Consider the Peak hour traffic volume and Level of Service, the selected intersections are to be improved and if necessary to design of rotary intersection. For designing of rotary intersection using IRC: 65-1976 Recommended Practice for Traffic Rotaries Design. A. TRAFFIC VOLUME DATA ANALYSIS: VII. ANALYSIS AND RESULT When the traffic is composed of a number of vehicles and mixed traffic condition it is difficult to calculations. The flow will be converted into passenger car unit (PCU) by using specified equivalency factors (IRC: SP 41) for each type of vehicles. The flow is then articulated as PCU/day or PCU/hr. The suggested PCU values used for at grade intersection as per IRC: SP 41-1994. By observing morning peak hour traffic volume of all selecting 4 intersection, the highest peak hours volume for Alkola junction that volume is 3619VPH (3857PCU/hr). The lowest peak hour volume is Holehonnur junction, which volume is 886VPH (901PCU/hr). B. SPOT SPEED ANALYSIS: @IJAERD-2017, All rights Reserved 900

Fig No.5: Variation of design speed for different junctions. The design speed variations for all 4 selecting junction are calculated. Design speed for Alkola junction 30kmph, for Ayanur junction 36kmph, for Kaimara junction 44kmph, for Holehonnur junction 40kmph. C. ANALYSIS OF CAPACITY AND LEVEL OF SERVICE FOR ALKOLA JUNCTION: 1. The computation for Alkola junction, the minor Gopal leg right turn and through movements having a level of Service D, this indicates long traffic delays and left turning traffic having Level of Service A, this indicates no delays free flow of traffic. 2. The minor Usha nursing Home leg, both right turn and left turn movements having a level of Service A, this indicates no traffic delays and through traffic having Level of Service E, this indicates very long traffic delays. 3. The major leg having Level of Service A, this indicates there is no delay in major road traffic. 4. The average Level of Service C indicated Average traffic delays. FOR AYANUR JUNCTION: 1. The computation for Ayanur junction the average level of service B indicated short traffic delays. 2. For right turning from Ripponpete leg to Shivamogga is level of service D this indicates long traffic delays for this leg. FOR KAIMARA JUNCTION: 1. The computation for Kaimara junction the average Level of Service B indicated short traffic delays. 2. The both Badhravathi and Honnali leg having Level of Service B, this indicates short traffic delays. 3. The major leg having Level of Service A, this indicates there is no delay in major road traffic. FOR HOLEHONNUR JUNCTION: 1. The computation the Holehonnur junction, the Level of Service is B indicates short traffic delays for right turning from minor Honnali leg. 2. The Level of Service A indicates free flow of traffic or no delays for left turning from minor leg. 3. The major road having Level of Service A indicates free traffic flow or no delays of traffic. 4. The average Level of Service is A indicates no delays or free traffic flow. D. IMPROVEMENTS AND DESIGN: 1. The average Level of Service (LOS) Alkola junction is D it indicates very long delay for minor legs traffic, so improvement is necessary for Alkola junction. 2. Observed Peak Hour traffic volume of Alkola junction is 3341 Vehicles per hour or 3415PCU per hour. It is highest peak Hour volume as compared to other 3 intersection. @IJAERD-2017, All rights Reserved 901

For 4-legged kaimara intersection Peak Hour traffic volume is1203 Vehicles per hour or 1282PCU per hour. For 3-legged Ayanur intersection Peak Hour traffic volume is 1106 Vehicles per hour or 1110 PCU per hour. For 3-legged Holehonnur intersection Peak Hour traffic volume is 833 Vehicles per hour (VPH) or 864 PCU per hour (PCPH). Fig No.6: Peak hour volume Vehicles for selection intersection. 3. From IRC: 65-1976, the peak hour traffic is exceeding 3000PCU per hour from all leg of intersection. So provision of Rotary intersection is required for Alkola intersection to maintain the design speed of 30kmph. Present condition other 3 intersections are safe operational flow of traffic. 4. Provision of signalised intersection is not preferred in National Highways as it will affect by major road traffic. However Signalised intersection is to be provided when national highways passes through major part of the city or near to the city, this leads to traffic congestion in this area. 5. Designing of rotary intersection is better choice in Alkola intersection, it control the Delay and minimize the conflict point. 6. Provision of channelizing islands can reduce the conflict between junction traffic stream and it promotes safe and orderly movement of traffic. 7. Provide flashing beacons on near entering the intersection area to warn the vehicles about the cyclist and pedestrian crossing at legs of rotary. 8. Reflector should be installed at objects close to the carriage way, nose of the directional island, on the kerb of Central Island, median openings. It is fixed in one meter above the road level. 9. The adequate lighting facility of intersection area, to provide good visibility for even bad weather condition and during night. 10. To improve good flow condition and reducing the accidents at intersection following traffic control devices are required. Object marking Road marking and road signs Central line markings Turn markings Edge markings Lane markings Directional markings Kerb markings Median markings Pedestrian cross walk markings 11. Buses are stops in Alkola junction, Aynur and Kaimara junction. Bus stops must be provided 75 meter length from the intersection. 12. Suitable drainage should be required for these 4 intersections to collect heavy rain water during monsoon period. @IJAERD-2017, All rights Reserved 902

E. DESIGN OF ROTARY INTERSECTIONFOR ALKOLA JUNCTION: Fig No.7: Vehicles movements in PCU per hour for Alkola junction Fig No.8: Total Vehicles movements in each leg for Alkola junction. The maximum Two-way traffic intersection leg Alkokla to Shivamogga is 2034 PCU/hr and maximum in one direction is 1104 PCU/hr. The width of carriageway at entry and exit may be taken as 10m from IRC-65. The width of Non-weaving section is also kept as 10m. The width of weaving section is: W = (e 1 + e 2 )/2 + 3.5 = (10 +10) /2 +3.5 = 10+3.5 = 13.5m The minimum length of weaving section should be 30m for 30kmph speed but l/w ratio should be atleast 4. So adopted weaving section is 55m. This gives l/w ratio slightly greater than 4. The maximum weaving occurs in vehicles from Shivamogga direction. P = (b + c) / (a + b + c + d) P = (539 +794) / (156 + 539 +794 + 310) P = 0.74 Capacity of the rotary intersection, @IJAERD-2017, All rights Reserved 903

Qp (PCU/hr) = [280W 1 + e W 1 P 3 ] 1 + W L = (280X13.5X(1+10/13.5)X(1-0.74/3)) / (1+13.5/55) = (280X13.5X 1.741 X 0.75) /1.245 = 3965.4 PCU/hr. This value is very much higher than the 2746 PCU/hr. So the design is acceptable. The design speed of major road is 30kmph. Traffic movement is more in major roads compared to minor road, so adopted elliptical shaped Central Island should be provided. The entrance and exit angle is 45 degree each. The radius of entry and exit is 20m and 40m. Fig No.9: Rotary intersection design details for Alkola junction CONCLUSIONS 1) The present study shows Alkola junction peak hour volume is 3415 PCU per hour which is highest as compared to other 3 intersection. 2) The design speed is more in Kaimara intersection that is 44kmph compared to other 3 intersections and the lowest design speed for Alkola intersection is 30kmph. 3) The IRC: SP-41-1994 method is a simple method for calculating the reserve capacity and Level of Service for unsignalised intersections. This method is used for conflicting traffic techniques. 4) By observed Level of Service for all 4 intersections as per delay condition, the LOS D and A obtained for Alkola and Holehonnur junction, the LOS B is for Ayanur and Kaimara junction. 5) From IRC: 65-1976, the Peak hour traffic volume for Alkola junction is 3415 PCU per hour which is exceeding 3000 PCU per hour from all leg of intersection so the design of rotary intersection should be required for Alkola junction. Whereas for other 3 intersections volume is less than 1500 PCU per hour. For present situations this traffic intensity is safe for traffic operation, but some basic improvements should be provided. 6) The basic improvements like all types of markings, traffic signs, channelizing island, lightings, reflectors, warning signs, speed reducers and pedestrian facilities should be required for all intersections. REFERENCES [1] Greece Maria Lawalata, Heddy R. Agah, Traffic conflict analysis as a road safety diagnostic tool for Urban road facilities, International Journal of Technology, 2011. [2] Hameed A.M Study of traffic safety evaluation and improvements at unsignalised intersections International Journal of Civil Engineering & Technology (IJCIET), Volume 4, Issue 4, 2012. @IJAERD-2017, All rights Reserved 904

[3] IRC, Guidelines for Capacity of Roads in Rural Areas, IRC: 64-1990 (First revision), Indian Road Congress, New Delhi. [4] IRC, Recommended Practice for Traffic Rotaries Design, IRC: 65-1976, Indian Road Congress, New Delhi. [5] IRC, Guidelines for the Design of At-grade intersection in Rural and Urban Areas, IRC: SP: 41-1994, Indian Road Congress, New Delhi. [6] John. R. Freeman, Justin A, Bunsen Innovative Operational Safety Improvement at unsignalised intersection International journal of Innovative Engineering Research (IJIER) 2008. [7] Navneet Monga and Anoop Bishnoi Basic Design parameters for an intersection and Design criteria for unsignalised intersection on NH-10, Sirsa International journal on Emerging Technologies6(2):20-27(2015). [8] Rebecca Frey1, Redshirt Faghri1, Mingxin The Development of an Expert System for Effective Countermeasure Identification at Rural Unsignalized Intersections, Vol. 5, pp. 967-983, 2005. [9] Rokade S, Jain M, Goyal P Analysis and Design of Intersections on Approach Road of Birla Mandir, Bhopal International journal of Innovative Engineering Research (IJIER) volume 1 Issue1, July 2014. APPENDIX Table No. 1: Capacity and LOS for Alkola junction. MINOR ROAD APPROACH MOVEMENTS 7, 8, 9 Movement V (PCPH) Cm(PCPH) C SH (PCPH) C R (PCPH) LOS Avg LOS 7 130 40 90 E 8 182 88 89 94 E D 9 170 860 690 A MINOR ROAD APPROACH MOVEMENTS 10, 11, 12 Movement V (PCPH) Cm(PCPH) C SH (PCPH) C R (PCPH) LOS Avg LOS 10 582 47 535 A 11 166 192 75 26 E C 12 270 730 460 A MAJOR ROAD APPROACH MOVEMENTS 1,4 Movement V (PCPH) Cm (PCPH) C R (PCPH) LOS Avg LOS 1 183 660 477 A A 4 160 840 680 A Table No. 2: Capacity and LOS for Ayanur junction. Movement No. V (PCPH) Cm (PCPH) C SH (PCPH) C R (PCPH) LOS AVG LOS 7 171 291 120 D 9 28 770 319 742 A B 4 135 760 625 A Table No. 3: Capacity and LOS for Holehonnur junction. Movement No. V (PCPH) Cm (PCPH) C SH (PCPH) C R (PCPH) LOS AVG LOS 7 150 473 323 B 9 158 970 641 812 A A 4 128 930 802 A @IJAERD-2017, All rights Reserved 905

Where, Table No. 4: Capacity and LOS for Kaimara junction MINOR ROAD APPROACH MOVEMENTS 7, 8, 9 Movement V (PCPH) Cm(PCPH) C SH (PCPH) C R (PCPH) LOS Avg LOS 7 97 301 204 C 8 142 495 487 353 B B 9 115 980 865 A MINOR ROAD APPROACH MOVEMENTS 10, 11, 12 Movement V (PCPH) Cm(PCPH) C SH (PCPH) C R (PCPH) LOS Avg LOS 10 83 237 400 154 D 11 79 495 416 A B 12 70 1000 930 A MAJOR ROAD APPROACH MOVEMENTS 1,4 Movement V (PCPH) Cm(PCPH) C R (PCPH) LOS Avg LOS 1 108 960 852 A A 4 62 940 898 A V = Vehicle Volume PCPH = PCU per Hour LOS Cm C SH C R = Level of Service = Movement Capacity = Shared lane Capacity = Reserve Capacity @IJAERD-2017, All rights Reserved 906